Off road

If there’s one thing we should have learned from COVID-19 lockdowns is that it’s important to take your fun seriously, and take it when you can. And perhaps that explains why sales of Isuzu’s N-Series 4X4 light trucks exploded during and just after the pandemic and continue to be strong performers right now.While the N-Series generally is this country’s best selling light truck (by a country mile) the 4X4 versions have a special appeal to the emergency services and mining and other industries in situations where a 4X4 dual-cab ute just won’t cut it. But if you venture into the Aussie outback right now, you’ll also see a swarm of 4X4 light trucks with specialist camper bodies bolted on to form a genuine go-anywhere alternative to a dual-cab ute or conventional four-wheel-drive and caravan combination. It seems the adventure travellers, grey nomads and plenty of other civilians have figured out the magic of the 4X4 light truck.But there’s still a bit of mystery around these vehicles. Questions like how hard are they to park, what do they cost, are they a chore to drive and, what ones can I drive on a car licence? So let’s dive in and tackle the three most popular N-Series 4X4s to get some answers.The simplest form of the N-Series all-wheel drive is the NMS which has a Gross Vehicle Mass (GVM) of 4500kg and, therefore, can be driven on a normal car licence. With a 3.0-litre turbo-diesel and a nine-speed dual-clutch transmission, it runs part-time 4WD.Fundamentally, this is a derivative of the sort of trucks many countries (notably Japan where Isuzu is based) use commercially as snow-ploughs and similar. While the 4WD grip is necessary, extra ground clearance and super-low gear ratios are not, so the NMS has neither of those things.As a result, it’s a bit limited off road where the sump will eventually bottom out and it will run out of gearing on really steep stuff. That said, the nine-speed dual-clutch has a very low first gear, so it’s better at climbing hills than you might imagine.A much better alternative, however, is either the NPS or NQS which also get a two-speed transfer-case for those low ratios, as well as bigger wheels and tyres and a higher ride height for – frankly – brutal off-road ability. The engine is broadly the same as the NMS’ including the 3.0-litre engine.The catch is, however, that the standard 6500kg GVM means you need an endorsed licence to legally drive them. But Isuzu has a solution for that. With what amounts to a stroke of the pen, Isuzu can sell you an NPS or NQS with an official GVM of 4500kg, and suddenly, anybody with a car licence can join in the fun.The flip-side is that your payload falls by that same 2000kg difference, but if you specify the truck carefully with regard to what you add and leave off, you can squeak in under the GVM limit. And if you need more payload in the future for a bigger camper or more water tanks or whatever, Isuzu can re-rate the vehicle to the full 6500kg GVM while you get your licence endorsed.Of those two vehicles, the NQS probably represents the best choice for recreational users thanks to its nine-speed dual-clutch transmission that just makes life simpler in a big vehicle like this one. The NPS has a conventional six-speed manual with a very low first gear, but it’s another thing to deal with off-road and the shift is far from the slickest passenger car version of the same thing.You also miss out on a lot of safety kit in the manual variant. Things like autonomous emergency braking (AEB), lane-departure warning, electronic brake force distribution and adaptive cruise control (all standard on the dual-clutch NQS) are missing from the NPS.As it stands, The NPS gets anti-lock brakes and stability and traction controls, but that’s about it for electronic help. And in other aspects, all N-Series trucks fall short of passenger-car expectations. While you get a pair of front airbags and side intrusion bars in the front doors, the seat-belt for the centre-front passenger is a lap-only deal and pretensioners are only fitted to the two outside (three-point) belts.You can improve this situation by checking the 'Technology Pack' option box which adds a camera system, and tyre pressure monitoring and an alarm, but overall, the truck world has some catching up to do here. Perhaps the industry is relying on the truck’s inherent mass and height advantage over passenger vehicles to take care of crash safety. Either way, the Isuzu in any of its forms has not been independently crash tested, so there’s no star-rating available.The N-Series trucks we’re dealing with here all have a crew-cab option which ups the seating layout to six (four across the back seat). The cabins themselves feature a fair bit of hard plastic surfacing but the bigger touchscreens and more modern instrument layouts have helped make the interior feel more contemporary and less like a rent-a-truck.There’s a single 24-volt power outlet (the N-Series runs on 24 volts, not 12) and a single USB charge-port, but the real genius is in the storage options that include overhead spaces, door pockets, cupholder and extra cubbies you’ll still be finding weeks into the future.The switchgear is logically laid out, but a steering column that prevents left-foot braking further hinders familiarity at the wheel.The driving experience is pretty alien with your backside perched over the front axle and hectares of glass giving an amazing forward view (critical when off-roading). The ride is a bit sharp thanks to the load-carrying spring rates, but with a load on board, it’ll be much better. It’s not terrible as it is, but you will feel the bumps.That said, it’s the N-Series’ ability to handle those bumps that makes it a bit special. It climbs hills with ease and the dual rear tyres offer plenty of grip. Add some more off-road oriented rubber and it’d be even more formidable.The big question comes down to whether the Isuzu fits two things - your budget and the average bush track. The former is down to your bank account and at $75,814 for the NMS, $103,206 for the NPS and $111,315 for the NQS (all single-cab, tray-backs) these are not expensive compared with a brand-new LandCruiser 300 Series and a $150,000 of-road caravan (that won’t go where the Isuzu with a camper body will) but still not cheap vehicles.Then there’s the operating environment. Australia’s bush tracks have been shaped for the last five or six decades by old-school Land Rovers and LandCruisers. As such, they can be a bit narrow in places for an Isuzu N-Series and that may limit things in some situations. It’s not the end of the world, but something to keep in mind. Ditto underground parking stations.Isuzu’s warranty on the N-Series is three years or 150,000km which is off the pace compared with cars, but mainstream for the truck industry. Service intervals are every 12 months or 20,000km and there’s three years of roadside assistance. Servicing plans are available with a range of inclusions from basic maintenance to full packages that cover everything from wheel bearings to tail-light globes.

If you have your heart set on a ute but can’t decide what to buy, the range of choices available nowadays is mind-boggling.But a lot of the utes on offer cost more than $60,000.So, what’s available with a sub-$60,000 price-tag and may actually be a good buy for you?Here’s our guide to budget-friendly workhorses.Warning: you don’t get champagne on a beer budget and that’s fine because lots of people (including me) prefer beer anyway. The point is: when you’re shopping in the cheaper part of the market you have to be prepared to make some compromises on quality, ride and handling and overall drivability, and ultimately accept that there’ll always be trade-offs – sometimes minor and sometimes not so minor.(Note: For the purpose of this yarn we’ll focus on dual-cab 4WD utes as they offer the most flexibility in terms of passenger- and gear-carrying functionality ... and because I want to focus on them.)Read on.This top-spec Tunland has plenty of standard features for the price, is adequately capable off-road and offers a reasonable driving experience all-round.It has a 2.0L four-cylinder turbo-diesel engine (120kW/450Nm), a 48V mild-hybrid system, a reasonably calibrated off-road traction control system, and front and rear diff locks.The engine and eight-speed auto transmission produce a sluggish driving experience on sealed surfaces, and it feels underpowered, but the set-up works better at low-speed 4WDing more than anything else.If you plan to do anything beyond formed trails in dry weather than think about swapping out the showroom-standard Giti 4x4 AT71 tyres (265/70R18 116T) for some more-aggressive all-terrain tyres.Towing capacity? 3500kg.Foton Australia offers a limited range of accessories for the Tunland (including tonneau covers, roof platforms and towbar kits) but the Australian aftermarket industry is more than capable of kitting you out with everything you’ll need for your Tunland and there’s gear across all price points to suit every budget.The Musso has an impressive features list, is a capable 4WD, and yields a decent driving experience on sealed and unsealed surfaces.And with the optional XLV pack, it gets a longer wheelbase (110mm extra), a 300mm longer tub and 90kg of extra payload over the standard Musso (880kg rather than 790kg).It has a 2.2L four-cylinder turbo-diesel engine (133kW/420Nm), a six-speed automatic transmission, part-time 4x4 and an auto-locking rear differential.This is a rather sluggish ute and the powertrain is not particularly efficient, but the Aisin auto is a reliable, well-proven transmission and the Musso does well with what it has.Towing capacity? 3500kg.KGM Australia offers a range of accessories for the Musso (including hard lids, ladder rack kits and “premium” underbody protection) and if you can’t find what you want in KGM genuine accessories, then you can always tap into the lively Aussie aftermarket sector.The top-shelf Cannon XSR is the most capable 4WD of this bunch and – coming in at a little more than $50,000 drive-away (nationwide, at time of writing) – you get a lot for your money.This ute has a 2.4-litre four-cylinder turbo-diesel engine (135kW/480Nm), twin lockers, a snorkel, underbody protection and Cooper Discoverer AT3 all-terrain tyres – so it is set up for off-road adventure straight off the showroom floor.And it does perform well off-road.The engine and nine-speed auto is a tractable pairing and well suited to the demands of 4WDing, easily able to muster and harness more than enough power and torque on- and off-road when needed – although it does exhibit pronounced lag at times and that auto can be patchy during daily driving duties.Towing capacity? 3000kg.GWM Australia and New Zealand has a variety of accessories (including bull bars, tow bars, and canopies) and if GWM doesn’t have what you want, Australia’s well-stocked aftermarket sector will likely be able to sort you out as soon as humanly possible.More a lifestyle ute than a 4WD ute, the BYD Shark 6 has rattled the market’s cage with its blend of premium features, refinement and all-round driveability. At $57,990 (excluding on-road costs), this ute offers a lot in an appealing package.The Shark has a 1.5-litre turbocharged four-cylinder plug-in hybrid system* (321kW/650Nm), a 30kWh battery and, in basic terms, the petrol engine — and regen braking — feed power into that battery during general driving. It has a single-speed reduction gear/dedicated hybrid transmission, which enables electric-only driving and hybrid operation, switching between modes based on throttle demand and battery level.(* Note: The new Shark 6 Performance will have a 2.0-litre turbocharged engine and dual electric motors, claimed to deliver total outputs of 350kW and 700Nm.)Worth noting here is that the Shark does not have 4WD, it has an all-wheel drive system split between the front and rear, and Drive modes include Eco, Normal and Sport and Terrain modes include Sand, Snow, Mud and Mountain.But this Shark 6 is actually impressive off-road, as long as it’s driven within its scope of capability: light to moderate off-road conditions — that is, if possible, stick to well-maintained dirt tracks in dry weather; do not take on any ‘4WD/high ground clearance only' tracks, prolonged sand-driving or rock-crawling.Towing capacity? 2500kg.BYD Australia offers a range of accessories (including “deluxe” bull bars, roof racks, and suspension upgrade kits) and if they don’t stock what you want/need, feel free to buy through the Aussie aftermarket.The other brands on this list are still in their relative infancy in this country – compared to established car-makers in Australia, such as Toyota et al – and there are lingering concerns about after-sales service (or lack thereof), availability of parts, and long-term reliability with these newer brands that have to be taken into account.There are no such concerns with Mitsubishi or its well-proven Triton.While a Premcar-developed Raider ($74,990 drive-away) would be the pick of the Tritons, a less expensive GLX-R Is on the cards here.This ute has 2.4-litre four-cylinder bi-turbo diesel engine (150kW/470Nm), a six-speed automatic transmission and, while it is comfortably mid-range in terms of price, it gets the higher-spec variants’ Super Select II 4WD, an impressive legacy set-up, which enables this ute to be driven in all-wheel drive mode (and centre-diff unlocked), so it’s safe to use on high-traction sealed surfaces.This engine, auto and Super Select II 4WD is an impressive combination – smooth, nimble and torquey – and offers a decent all-round driving experience on- and off-road.Towing capacity is 3500kg.Out of this five-strong mob of utes, the Triton is the best in terms of value for money, baked-in brand trust, parts availability, and ultimately resale value.Bonus: there are plenty of aftermarket accessories (OEM or otherwise) available for the Triton.

Utes are the biggest segment in the Australian car market and have been for years.Among those utes have been some consistently successful ones, but there is a new era emerging to threaten the established pack.Fleets and private buyers are more closely considering the running costs of a predominantly diesel-powered segment.Electrified alternatives are increasingly, but will we see the established pack dislodged this year? With five months worth of sales data to look at, here are the best-selling utes in Australia predicted for 2026. There will be no surprises the Ford Ranger is still sitting at the top of this list. It continues to hold the title for the best-selling ute in Australia, despite a year-on-year decrease. Ford has already shifted more than 20,000 units, which is more than any other rival so far.The Ranger recently saw the popular 2.0-litre twin-turbo diesel variant phased out, with Ford providing a cheaper single turbo unit as well as wider availability of the popular 3.0-litre V6 engine, and the brand has also added a range of unique Super Duty variants to bolster its line-up.The HiLux has also held onto its second-place spot up to April and will be expected to carry on this momentum, despite it, too, experiencing year-on-year drops. It still holds a clear lead over the rest of the chasing pack, with more than 17,000 sales so far this year, no doubt helped along by the arrival of the new-generation version late last year. Toyota will launch an electric version of the HiLux later on this year, to complement the current diesel-only range.BYD’s plug-in hybrid ute has well and truly garnered the attention of buyers, especially in a market where fuel prices are a primary consideration.The Shark 6 was one of the only utes to experience growth in 2025 and it has carried on this form into this year, and is on track to surge past the Isuzu D-Max in the coming months.With more than 6000 sales already in 2026, the ute is BYD’s second-best selling model, highlighting its importance to the brand’s top-two spot for April.BYD has added two new variants to the Shark 6 in 2026. A cab-chassis, and a new performance variant, which pushes towing capacity up to 3500kg.These new variants could open up new buyers for the ute Down Under, and push it up the standings further.The D-Max ute has sold steadily compared to April 2025, 4x2 variants picking up a solid boost so far, while the 4x4 variants are down. Based on its more than 8000 sales so far, we can expect the D-Max to stay on track for a finish in the top five, even though the Mitsubishi Triton is fast approaching. An electric version of the D-Max is also not out of the question for the brand, with it recently launching in Thailand alongside mild hybrid variants.The Triton has experienced a resurgent run on the sales charts so far in 2026, with more than 8000 sales, compared to around 7000 up to May 2025.Based on this start, you can expect the Triton to be in around the top places again come the end of the year. Mitsubishi recently unveiled a hardcore version of the ute called the Triton Raider, which has received specific tuning from Aussie engineering company Premcar. It is not a limited edition, and the brand is no doubt hoping it will help continue its renewed push up the sales charts.

There is a tough new three-row plug-in hybrid SUV from China that could be headed to Australia.The Jetour G700 has been teased by on social media ahead of its appearance at the Kuala Lumpur International Motor Shaw. The Jetour brand has already been confirmed for Australia and is scheduled to arrive early next year, but there is no news yet on whether the G700 will be one of its models at launch.Jetour will not fall under the Chery name in Australia, despite being a sub-brand, and will be its own operation.The G700 will be available in right-hand drive for Malaysia, which increases its chances for Australia in the future.It would line up against the Denza B8 ($91,000, before on-road costs) and GWM Tank 500 ($79,000, drive-away) plug-in hybrid 4WDs.It would also tackle more established 4WDs, the Nissan Patrol and Toyota LandCruiser.It is powered by a 2.0-litre turbo-petrol engine and electric-motor set-up, producing a whopping 665kW and 1135Nm, so it can shift from 0-100km/h in less than five seconds. There is a 34kWh battery, with an electric-only driving range of 150km, according to more lenient CLTC standards. With a fully-charged battery and brimmed tank, total driving range sits at 1148km on more accurate WLTP standards. DC charging at 170kW takes just 10 minutes for a 30 to 80 per cent boost.The G700 has an overall boxy look, including a rectangular-encased headlight design and flat roofline. The car gets a suite of high-end luxury features, simialr to other Chinese large SUVs. On the inside, there is a panoramic dashboard display measuring at 35.4-inches, along with a 15.6-inch central touchscreen. A 17.3-inch rear screen folds out from the roof for rear passenger entertainment, while an 8.8-inch touchscreen controls the climate.The G700 is priced in China from just under the equivalent of $70,000, but expect it to be more than the $80,000 mark if it comes Down Under, which will put it in close proximity to other rivals. 

Mitsubishi has signalled its intent to experiment with more factory-backed Triton variants, including a GVM upgrade following on from the success of the Ford Ranger Super Duty and the popularity of such upgrades in the aftermarket.The company’s GM of Product Strategy and PR Bruce Hampel earmarked “something more customised” to buyer needs was coming.“We’re letting money walk out the door if they go to ARB or Ironman,” Hampel said of a potential factory GVM upgrade, which would take the Triton above 3500kg GVM.“It’s something we’re in discussions with MMC [Mitsubishi Motors Corporation HQ in Japan] about to upgrade suspension, either genuine from-the-factory, or a licensed accessory similar to what competitors are doing at the moment. We haven’t got a formal agreement at the moment, but it’s under study.”“It’s similar to what Raider does. It offers dealers the ability to offer customers a more tailored solution to what they’re looking for in the intended usage of their Triton.”“If we can’t offer it in the dealership then they’ll just go to the aftermarket. But that’s an inconvenience to them because then they take on all the risks and voiding the warranties and these types of things. So it is more attractive if we can offer it to them at the point of sale," he said.Of course, another, but perhaps less likely opportunity for the brand to provide something above of the usual dual-cab category will come from the brand’s just-announced plan to build an American pick-up as a platform-share with the Nissan Frontier, part of a refreshed tilt to secure market share in the USA and Canada.The tepid success of already-locally-converted and factory-backed projects, the Toyota Tundra and Ford F-150, may make a locally-upgraded Triton a more appealing alternative.Hampel said “many eyes in Japan” were following the progress of the new locally-developed Raider variant with its significant off-road focused suspension overhaul from Premcar. He said “when it is a success” it could open the door to more localised variants.“ this style of program is something they can trust distributorships with local expertise - we’re leading the way of going down that path,” Hampel added.“There will be opportunities to go further.”His comments not only apply to a potential GVM upgraded version, similar perhaps in intent (but maybe not with the same deep chassis upgrades) as the Ford Ranger Super Duty, but also even more hardcore off-road versions with even deeper capability further up the price scale.While Ford’s take on the heavy duty model completely re-engineers the Ranger chassis to be heavier gauge, and reaches into its international parts catalogue for upgraded drivetrain components, it seems more likely a heavy-duty Triton would be more limited to suspension components.The brand has earmarked further electrification in the future as a source for more power, rather than an engine from MMC’s Fuso commercial division or a local tune for the current 2.4-litre four-cylinder turbo diesel unit, which was been labelled prohibitively expensive by Hampel - even if the brand were to lean on the existing expertise of its Premcar partner.As to what this could look like we may have to wait and see what the brand does with the long-mooted return of the Ralliart brand, which is expected to be the next step for the current Triton.Hampel confirmed there would be no Ralliart without an increase in power, which could open the door to more opportunities for the brand.“We’re in constant discussion with them, working on those next-level programs, but we’ve got to prove what we can do, and what we’ve done so far,” he said.“With the change to electrified options as well, that opens up a different path to having a step-up in performance level.“As we transition into HEVs, PHEVs, and ultimately BEVs and these types of vehicles, we could use electrification as the differentiator.”As to how far Mitsubishi will end up going - you’ll need to watch this space. Discussions were preliminary enough the brand admitted that it hadn’t considered a GVM upgraded Triton being exempt from Australia’s tough new emissions regime (NVES), as such an upgrade could move it into commercial-vehicle-exclusive classification territory alongside the Ranger Super Duty.In the meantime, Mitsubishi will have plenty on its hands for the remainder of 2026 as it gears up for the arrival of its much-hyped next-generation Pajero as its flagship 4WD offering, as well as a new fully-electric small SUV from its partnership with Taiwan’s Foxconn.

Want to know a secret? It's possible to buy a big US-style ute without spending big US-style ute cash. The 2026 Foton Tunland is under six metres long and costs under $50,000. The top-grade Tunland has a 2.0L four-cylinder turbo-diesel engine, a 48V mild-hybrid system, front and rear diff locks and a stack of standard features. But is this budget-friendly workhorse too good to be true?

China’s Chery and India’s Tata Motors will team up on a new luxury brand that will launch two new models in 2027.This is thanks to a new report from Reuters, which claims Tata has forged a new partnership for its upcoming Avinya premium arm, after a plan to base the models on Jaguar Land Rover platforms fell through.The Indian giant told Reuters it plans to use the same platform, which underpins the upcoming Freelander 8 that is part of Chery’s existing tie-up with the Tata owned Jaguar Land Rover.The new deal with Tata will see the Chery platform components built in China and shipped as a knock-down kit, with final assembly occurring in India. They will cater to right-hand drive, opening up the opportunity for them to be exported to Australia. Chery’s new Freelander division also has designs to launch in Australia.Tata told Reuters, “Avinya is being developed as a global premium brand. Our collaboration with JLR and global partners will be an important pillar.”The vehicles were to be based on Jaguar Land Rover’s upcoming EMA platform, which was announced in 2024.That platform was originally designed to support next-generation electrified mid-size luxury SUVs, and was capable of supporting both hybrid, range extender and fully electric drivetrains.The switch to the Chery platform will shorten development timelines, in yet another example of a foreign brand embracing what has become known in the industry as “China Speed”.While Tata doesn’t currently have an automotive presence in Australia (aside from Jaguar Land Rover), the company’s main rival, Mahindra, offers several products in our market, showing a taste for Indian brands to expand.Tata turning to Chery also offers the Chinese giant a foothold in the Indian subcontinent, which it did not have before. As is the case in other markets, India has several barriers in place to stop Chinese automakers from having free market access in order to protect its domestic brands.It is part of a major global push by Chery, which has for a long time been one of China’s most successful brands in overseas markets. It already had strongholds in South America, and is in the process of establishing links in Europe, which looks to be the next battleground for Chinese brands.Nissan announced that it had signed a memorandum of understanding to allocate one of its production lines at its Sunderland UK plant to build Chery vehicles alongside Australian-bound Nissan Qashqais.

The Triton Raider is now the most expensive version of Mitsubishi’s popular ute range, featuring an array of modifications from local tuning outfit Premcar.With these locally-tuned utes becoming more commonplace, though, what sets this one apart? And can it live up to the hype Mitsubishi hopes to generate for it?We’ve driven it at its local launch on and off the road to find out.At $74,990, drive-away (at the time of launch), the Raider is by far the most expensive Triton yet. To even get in the door of this thing you’ll be spending nearly $10,000 over the previously-top-spec GSR grade which sits below it in the usually value-focused ute range.It pushes the Triton up into territory usually dominated by high-spec versions of more expensive rivals, like the (notably also locally-developed) Ford Ranger Tremor ($75,090) and Kia Tasman X-Pro ($74,990), both prices before on-road costs.In terms of its intentions, though, to build the Triton into something more than would normally come from the factory, it competes more closely with the likes of the Isuzu D-Max Blade ($80,900, BOC) or upcoming Volkswagen Amarok W600 (price TBC).To that end, the Triton Raider’s standard equipment includes a larger wheel and tyre package, consisting of 18-inch ROH ‘Assault’ wheels in an exclusive bronze hue clad in Bridgestone Dueler all-terrain tyres. This increases the track by 20mm in total (10mm each side) and it also features a 25mm suspension raise in the front and 15mm raise in the rear to better balance the body out.The star of the show is the Premcar-tuned suspension package, which consists of a set of customized Monroe shocks front and rear and new jounce bumpers (bump stops) which both help to smooth out the flaws in the factory ute’s ride.Mitsubishi has adorned the ute with some Ralliart-inspired decals on the lower parts of the doors and added gloss black overfenders to account for the wider track. It has also added Mitsubishi-branded matt black side-steps, a sports bar over the tray and a Raider-badged bash plate for underbody protection.Inside may come as a bit of a disappointment, with the brand playing it very safe by only adding Raider stitching to the front headrests and a Raider badge on the transmission cladding.In the pictures, it doesn’t look all that different from a regular Triton GSR, but once you see it next to a standard version of the ute, it’s evident how much tougher this package looks. Some may think it hasn’t gone far enough, but I think others will appreciate the subtlety on offer here, too.There are also an array of minor MY26 upgrades which shouldn’t be forgotten, particularly the new Yamaha performance dampers fixed horizontally to the front and rear frame rails which help to iron out some of the existing ladder frame jiggle. More on how it drives later.Buyers will be happy to know this new Raider variant maintains the ute’s 3500kg towing capacity, and this one also maintains a payload of 990kg, which is pretty solid for a dual-cab in this class.Again, some may be disappointed to see the brand hasn’t provided a boost in power to go with the Raider’s tough looks, it carries over the same 2.4-litre twin-turbo diesel engine from the rest of the Triton range.It provides 150kW/470Nm, which is fine, but maybe not particularly impressive when measured against Ford’s 3.0-litre V6 diesel (184kW/600Nm). Mitsubishi is banking on its track record for dependability, which it says, along with the cost of upgrading, is the main reason it stays the same under the bonnet.It also carries across the usual six-speed traditional torque converter automatic, paired to the brand’s signature 'Super Select II' system which is capable of running in permanent '4H' (4WD high-range) mode while including a 2H (2WD high-range) setting for fuel efficiency and a 4L (4WD low-range) mode for more challenging terrain, alongside a rear differential lock.Is the Triton Raider any good to drive? In short, yes.This is the definitive edition of the Triton for now. It’s rare for a car to live up to everything the brand wants to shout about, but this one is impressive to steer, with so much of the potential of this Triton’s platform explored.It feels far more confident on the tarmac, with very linear steering and excellent on-road manners, while on the rough stuff, where it’s really meant to shine, it excels.The Raider ate up the trails we had the chance to sample at an off-road test facility, whether it was articulation, loose surfaces, steep declines, or mogulled-hills, with seemingly plenty of breadth of ability left over.The already-good traction systems no doubt helped the ute along, with the only eyebrow-raiser I found being the square and upright bonnet with the extra lift making it tricky to see the terrain in front of you at times when descending.The engine, too, could potentially be a weak point if you were to venture into particularly muddy or sandy conditions, with it needing a proper push of momentum on the steeper climbs. Hopefully the topic of a test for another time.Overall though this is an impressive, well thought-out and properly tested halo variant, with Premcar working its magic to elevate the Triton further than expected.Mitsubishi says to expect 7.7L/100km of diesel consumption, but don’t be surprised to see at least 8.0L+ as we saw in our test cars.Importantly, Mitsubishi backs the ute and all of these additions with its conditional 10 year/200,000km warranty promise (provided you keep servicing at an authorised Mitsubishi dealer after the five year mark).It has a matching 10 years of capped price servicing and 10 years of roadside assist. Workshop visits will set you back an average of $675.30 per year for the life of the warranty.

Thousands of Toyota Prado large SUVs have been subject to an urgent recall in Australia due to a digital driver display software error as per a notice from the Department of Infrastructure. It affects 13,042 Prado 4WDs from the 2024 to 2025 model years. “Due to a software error, the instrument cluster may fail to illuminate the visual engine oil pressure light, engine coolant temperature, electrical charge, and other critical safety information,” the notice read.“Failure of the instrument cluster to display critical safety information or warning indicators may increase the risk of an accident causing injury or death to vehicle occupants and/or other road users.”Toyota Australia said the recall was part of a global campaign, but there have been a small number of reported occurrences in Australia. The notice went on to say affected owners will be contacted by Toyota to make an appointment at a dealership, where the issue will be rectified free of charge. The software update will also be available via an over-the-air (OTA) update, which can be completed through the multimedia head unit.This issue also affects nearly 2600 Lexus SUVs models, which are the GX 550 and UX 300h.The Prado remains one of Toyota’s best-selling models in Australia, trailing only the HiLux ute and RAV4 SUV. 

My 2020 Toyota Prado keeps coming up with a 'crash protection' fault. My mechanic has cleared the fault and said it’s a fuel sensor? Also, I’ve been told this model needs a new timing belt at 150,000km. Is that right?